LANDING EMERGENCIES

SINGLE-ENGINE LANDING

EMERGENCY LANDING PATTERN

The emergency landing pattern is a pattern to be flown when engine thrust is available and an emergency exists or there is a malfunction which could result in an emergency. The primary objective of the pattern is to land the aircraft safely in the first attempt with least amount of risk. Because of the many variables involved, such as type of emergency, position and altitude in relation to the field, gross weight, fuel remaining, weather, populated areas, runway length, availability of arresting gear, etc., astandard pattern cannot be prescribed. Depending on the circumstances it might be desirable to utilize GCA, make a straight-in approach, enter the pattern from downwind or base leg, or make a 360° overhead pattern. Because of the various circumstances, the pilot’s evaluation of all factors and his judgment will determine the type of landing pattern to be flown. However, there are some general guidelines which are applicable regardless of approach selected: Reduce gross weight to minimum practical. In the pattern and before establishing the landing configuration, maintain a minimum maneuvering airspeed of 230 knots (250 knots, single engine). The pattern should be planned to avoid abrupt, steep or hard turns and large or abrupt power changes especially with a flight control malfunction or a hydraulic system failure. Circumstances permitting, a long straight-in final should be planned and the landing configuration established when on final. The air refuel switch should be placed to EXTEND prior to landing to depressurize the fuel tanks. Should the nature of the emergency or other factors dictate establishing the landing configuration prior to final, 230 knots — flaps up, or 200 knots - slats flaps OUT AND DOWN should be maintained until established on final. These airspeeds will provide a margin of safety for maneuvering flight. If the pattern must be entered on downwind, base or from an overhead pattern, the pattern should be expanded, the landing configuration established prior to final, and roll-out on final should be at least 2- 3 miles out. A normal 2-3° glide slope should be flown. For most emergencies, final approach airspeeds are increased and AOA decreased to provide adequate aircraft handling characteristics.

FLAME-OUT APPROACH